Abstract
A steering column may include a casing unit with a steering spindle that is rotatable about a longitudinal axis and a bracket unit that is fixable on the motor vehicle. The casing unit may be secured to the bracket unit such that the casing unit is adjustable in at least one direction. The casing unit may be fixable in different positions by a fixing mechanism. The fixing mechanism may have a fixing element that is rotatable about a pivot axis. The casing unit may be fixed in position in or on the bracket unit in a locked position of the fixing element, and adjusted relative to the bracket unit in a released position of the fixing element. A movably mounted stop body may interact with the fixing element and, in the released position of the fixing element, is disposed in a first position where it limits adjustability of the casing unit relative to the bracket unit. In the locked position of the fixing element, the stop body may be disposed in a second position where it disengages with the casing unit. The stop body may include a stop face, the spacing of which from the pivot axis is greater in the released position than in the locked position.
Claims
1-21. (canceled)
22. A steering column for a motor vehicle comprising: a casing unit in which a steering spindle is mounted such that the steering spindle is rotatable about a steering spindle longitudinal axis; a bracket unit that is fixed or fixable on the motor vehicle, wherein the casing unit is held in or on the bracket unit such that the casing unit is adjustable in at least one direction of parallel or transverse with respect to the steering spindle longitudinal axis; a fixing mechanism including a fixing element that is rotatably mounted about a fixing element pivot axis, with the casing unit being fixable in different positions by the fixing mechanism, wherein in a locked position of the fixing element the casing unit is fixed in position in or on the bracket unit, wherein in a released position of the fixing element the casing unit is adjustable relative to the bracket unit in the at least one direction of parallel or transverse with respect to the steering spindle longitudinal axis; and a movably mounted stop body that interacts directly or indirectly with the fixing element, with the movably mounted stop body comprising a stop face, wherein in the released position of the fixing element the movably mounted stop body is disposed in a first position in which the movably mounted stop body limits an adjustability of the casing unit relative to the bracket unit in the at least one direction of parallel or transverse with respect to the steering spindle longitudinal axis, wherein in the locked position of the fixing element the movably mounted stop body is disposed in a second position in which the movably mounted stop body is disengaged with the casing unit, wherein a spacing of the stop face from the fixing element pivot axis is greater in the released position of the fixing element than in the locked position of the fixing element.
23. The steering column of claim 22 further comprising a counterstop, wherein the stop face of the movably mounted stop body interacts with the counterstop in the released position of the fixing element to limit the adjustability of the casing unit relative to the bracket unit in the at least one direction of parallel or transverse to the steering spindle longitudinal axis.
24. The steering column of claim 22 wherein the movably mounted stop body is rotatable about the fixing element pivot axis.
25. The steering column of claim 22 wherein the fixing element comprises a cam or a cam section that interacts with a control face of the movably mounted stop body.
26. The steering column of claim 22 wherein the movably mounted stop body either comprises or is coupled to a prestressing element.
27. The steering column of claim 22 wherein the movably mounted stop body is at least partially comprised of plastic.
28. The steering column of claim 22 wherein the movably mounted stop body is displaced in a direction of the steering spindle longitudinal axis during transfer from the locked position into the released position and/or during transfer from the released position into the locked position.
29. The steering column of claim 22 wherein a difference of the spacing of the stop face from the fixing element pivot axis in the released position and in the locked position is between 0.2 mm and 5 mm.
30. A stop body for a steering column, the stop body comprising: a coupling section for receiving a fixing element of a steering column, wherein the coupling section comprises a control face for interacting with a cam section on the fixing element; and a stop face for interacting with a counterstop of the steering column.
31. The stop body of claim 30 wherein the control face is disposed tangentially with respect to a circumferential circle around the cam section of the fixing element.
32. The stop body of claim 30 wherein the control face is oriented parallel to a fixing element pivot axis, wherein the stop face is oriented parallel to the fixing element pivot axis, wherein normal directions of the control face and the stop face have a common vector component.
33. The stop body of claim 30 wherein in an installed state, the coupling section encloses the fixing element by way of a recess, at least partially with an intermediate space.
34. The stop body of claim 33 wherein the control face is configured on an inner face of the recess of the coupling section.
35. The stop body of claim 33 wherein the control face is configured as a tangential, planar section of an inner wall of the recess.
36. The stop body of claim 33 wherein the recess comprises a first inner circumferential region that is configured as a control face and a second inner circumferential region that is disposed at a spacing that is greater from a fixing element pivot axis than is the first inner circumferential region.
37. The stop body of claim 33 comprising a first control face and a second control face, wherein the first control face is disposed relative to a fixing element pivot axis in a first circumferential region of the recess on a side where the stop face is positioned on the stop body, wherein the second control face is disposed in a second circumferential region that lies opposite with regard to the fixing element pivot axis.
38. The stop body of claim 33 wherein the recess has a polygonal cross section.
39. The stop body of claim 30 further comprising a prestressing element.
40. The stop body of claim 39 wherein the prestressing element is configured as a spring tongue, wherein from a perspective of the coupling section the spring tongue extends to a side that lies opposite the stop face.
41. A method for adjusting a steering column for a motor vehicle, the steering column comprising a casing unit in which a steering spindle is mounted such that the steering spindle is rotatable about a steering spindle longitudinal axis, a bracket unit that is fixed or fixable on the motor vehicle, wherein the casing unit is held in or on the bracket unit such that the casing unit is adjustable in at least one direction of parallel or transverse with respect to the steering spindle longitudinal axis, a fixing mechanism including a fixing element that is rotatably mounted about a fixing element pivot axis, with the casing unit being fixable in different positions by the fixing mechanism, wherein in a locked position of the fixing element the casing unit is fixed in position in or on the bracket unit, wherein in a released position of the fixing element the casing unit is adjustable relative to the bracket unit in the at least one direction of parallel or transverse with respect to the steering spindle longitudinal axis, and a movably mounted stop body that interacts directly or indirectly with the fixing element, with the movably mounted stop body comprising a stop face, wherein in the released position of the fixing element the movably mounted stop body is disposed in a first position in which the movably mounted stop body limits an adjustability of the casing unit relative to the bracket unit in the at least one direction of parallel or transverse with respect to the steering spindle longitudinal axis, wherein in the locked position of the fixing element the movably mounted stop body is disposed in a second position in which the movably mounted stop body is disengaged with the casing unit, the method comprising moving the stop body into a loose position between the locked position and the released position.
42. The method of claim 41 comprising moving the stop face of the stop body out of the released position in a direction of the steering spindle longitudinal axis in a translational manner toward the fixing element pivot axis.
43. The method of claim 41 comprising moving the stop face of the stop body out of the locked position in a direction of the steering spindle longitudinal axis in a translational manner away from the fixing element pivot axis.
Description
[0045] Preferred further embodiments and aspects of the present invention will be explained in greater detail by way of the following description of the figures, in which:
[0046] FIG. 1 shows a diagrammatic perspective illustration of a steering column according to the invention of a motor vehicle, in a locked position,
[0047] FIG. 2 shows a diagrammatic perspective illustration of a steering column according to the invention in accordance with FIG. 1, in a released position,
[0048] FIG. 3 diagrammatically shows a sectional view of the steering column of the preceding FIGS. 1 and 2 along a steering spindle longitudinal axis,
[0049] FIG. 4 shows a diagrammatic detailed view of a section of the steering column, in the locked position,
[0050] FIG. 5 shows a diagrammatic detailed view of a section of the steering column between the locked position and the released position,
[0051] FIG. 6 shows a diagrammatic detailed view of a section of the steering column in the released position,
[0052] FIG. 7 shows a diagrammatic perspective illustration of a stop body,
[0053] FIG. 8 shows a diagrammatic perspective illustration of a stop body in a further embodiment,
[0054] FIG. 9 shows a diagrammatic perspective illustration of a stop body in a further embodiment,
[0055] FIG. 10 shows a diagrammatic detailed view of a section of a steering column which is known from the prior art, in the released position,
[0056] FIG. 11 shows a diagrammatic detailed view of a section of the steering column which is known from the prior art, in the locked position, and
[0057] FIG. 12 shows a diagrammatic detailed view of a section of the steering column which is known from the prior art, after a misuse.
[0058] Preferred exemplary embodiments will be described in the following text using the figures. Here, identical, similar or identically acting elements are denoted by identical designations. In order to avoid redundancies, a repeated description of said elements is dispensed with partially in the following description.
[0059] The invention is described using exemplary embodiments, in which the clamping action is brought about by way of a system, in which the fixing element 15, a clamping bolt in this case, is displaced in its longitudinal axis during the transition from the open into the locked position. Said displacement is achieved in the exemplary embodiments by way of a cam/cam follower system. Systems of this type are generally known and will therefore not be explained further here. As an alternative, a system can also be used, in which the axial displacement of the clamping bolt is brought about in a different way, for example by way of a system with rolling bodies which roll on corresponding tracks, or a tilt pin system. It is also conceivable and possible to apply the invention to systems, in which the actual fixing of the casing unit 1 with respect to the bracket unit 4 is brought about in a different way. It is decisive that there is the fixing element 15, with which a stop body 8 can interact in the way according to the invention.
[0060] In the first exemplary embodiment according to the invention, FIG. 1 shows a perspective illustration of the steering column, the fixing element 15 being situated in the locked position, in which the casing unit 1 is fixed in its position on the bracket unit 4. This corresponds to that position of the fixing element 15 which is selected in the normal case, in order to drive the vehicle. As a consequence, the fixing element 15 is also as a rule situated in the locked position which is shown in FIG. 1 when a collision or a crash occurs during driving of the vehicle. The fixing element 15 is coupled to a stop body 8, said stop body 8 having a stop face 81. Said stop face 81 is out of engagement with the counterstop face 9 which is configured on the casing tube 1, with the result that the casing unit 1 collapses without impediment in the case of the collision or the crash. In other words, a dissipation of energy in the case of a collision is not disrupted by way of the stop body 8 and/or is not loaded with additional undesired force peaks on account of this measure.
[0061] Furthermore, FIG. 1 shows the bracket unit 4 which can be fixed by means of the fastening lugs 16 on the vehicle, and has two side cheeks 30, between which the casing unit 1 and a box section swingarm 40 of the steering column are held. As known per se, the steering spindle 2 is mounted in the casing unit 1 such that it can be rotated about the steering spindle longitudinal axis 3. In this exemplary embodiment, the fixing mechanism is based substantially on a frictionally locking connection. In the locked position of the fixing element 15 according to FIG. 1, the side cheeks 30 are pressed by the fixing mechanism against the box section swingarm 40 and this in turn is pressed onto the casing unit 1 in such a way that the latter is held fixedly in its position relative to the bracket unit 4 by means of a frictionally locking connection. This leads to the steering wheel (not shown here) which is attached at the rear end 31 of the steering spindle 2 in relation to the driving direction of the vehicle being fixed in its position. If a crash or a collision occurs in this position and the vehicle driver is hurled onto the steering wheel (not shown here), the steering spindle 2 including the casing unit 1 is displaced relative to the bracket unit 4 in such a way that the rear end 31 of the steering spindle 2 moves in the direction toward the bracket unit 4. At the beginning of said displacement of the casing unit 1 which is held in the bracket unit 4 in a clamping manner, first of all the static friction is to be overcome in the exemplary embodiment which is shown. A loading peak can be produced as a result. Subsequently, in this type of energy absorption mechanism, the energy which is introduced into the steering column by way of the loading of the steering wheel is absorbed by way of the friction which has to be overcome during the displacement of the casing unit 1 relative to the bracket unit 4 if the fixing element 15 according to FIG. 1 is situated in the locked position.
[0062] In order to not additionally load the vehicle driver who is hurled onto the steering wheel with a force or loading peak in the collision case which is depicted, the stop body 8 is arranged in the locked position of the fixing element 15 in such a way that, during the displacement, it does not pass into engagement with the casing unit 1 or a counterstop 9 on the casing unit 1.
[0063] The steering column is additionally equipped with an energy absorption mechanism 90 which, in the example, comprises two C-profiles which engage into one another and consume energy by way of friction during the displacement of the casing unit 1 with respect to the box section swingarm 40. The use of other energy absorption apparatuses, as known from the prior art, is also conceivable and possible.
[0064] FIG. 2 shows the released position of the fixing element 15 in a perspective illustration of the steering column, in which released position the casing unit 1 can be adjusted relative to the bracket unit 4. In the exemplary embodiment which is shown, both an adjustment of the casing unit 1 in the direction 5 parallel to the steering spindle longitudinal axis 3 and in the directions 6 transversely with respect to the steering spindle longitudinal axis 3 are possible in this released position of the fixing element 15. The adjusting possibility realized here transversely with respect to the steering spindle longitudinal axis 3 is a vertical adjustment. The vertical adjustment is made possible by way of a pivoting lever 13 which guides the casing unit 1 displaceably in the longitudinal direction of the steering spindle longitudinal axis 3 and is mounted such that it can be pivoted or rotated about the pivot axis 34 in the bracket unit in the height adjustment direction (=inclination adjustment). The steering column is configured so as to be adjustable in the longitudinal direction 5 and in the vertical direction 6 in this way.
[0065] In comparison to the locked position which is shown in FIG. 1, the stop body 8 is pivoted about the fixing element pivot axis 14, with the result that it lies on the casing unit 1 and, according to the invention, has an enlarged spacing between the stop face 81 and the fixing element pivot axis 14. In other words, the stop body 8 with the stop face 81 has been moved toward the counterstop 9. The stop body 8 can therefore be brought into engagement by way of its stop face 81 with the counterstop 9 when the casing unit is pushed in fully in the longitudinal adjustment direction. In interaction with the counterstop 9, the stop body 8 limits the adjustment travel in the longitudinal direction of the casing unit 1 in the released position of the fixing element.
[0066] FIG. 3 shows a sectional illustration of the steering column from FIG. 1 along the steering spindle longitudinal axis 3. It can be seen here that the steering column is situated in the locked position, since the stop body 8 is out of engagement with the counterstop 9 of the casing unit 1, with the result that a movement of the casing unit 1 and the steering spindle 2 in the longitudinal direction is not limited by way of an interaction of the stop face 81 of the stop body 8 and the counterstop 9. With regard to the longitudinal adjustment, the casing unit 1 is situated in a state, in which it is pushed in completely in normal operation, with the result that the longitudinal adjustment range which is provided is situated at its limit.
[0067] FIG. 4 shows a detailed view of a sectional illustration of the steering column, the fixing element 15 or the steering column being situated in the locked position. The stop face 81 of the stop body is brought out of engagement with the counterstop 9 of the casing unit 1 by way of corresponding rotation of the stop body 8 with the fixing element 15 about the fixing element pivot axis 14. As a result, a movement of the casing unit 1 and the steering spindle 2 in the longitudinal direction is not limited by way of an interaction of the stop face 81 of the stop body 8 and the counterstop 9. The stop body 8 has a prestressing element 83, the prestressing element 83 lying on the casing unit 1 and prestressing the stop body 8 with a moment about the fixing element pivot axis 14 of the fixing element in the rotational direction of engagement.
[0068] Furthermore, the stop body 8 comprises a control face 82 which interacts with a cam section 71 on the fixing element 15. The stop face 81 is spaced apart by the spacing s from the fixing element pivot axis 14. The control face 82 is arranged in a first circumferential region of the recess 87 in relation to the fixing element pivot axis 14, on the side where the stop face 81 is situated on the stop body 8, that is to say on the left of the fixing element pivot axis 14 in the drawing.
[0069] Furthermore, the stop body 8 has a second control face 89 which interacts with a second cam section 72 of the fixing element 15. The second control face 89 is arranged in a second circumferential region which lies opposite with regard to the fixing element pivot axis (14), which second circumferential region lies opposite the first circumferential region, that is to say on the right of the fixing element pivot axis 14 in the drawing.
[0070] FIG. 5 shows a detailed view of a sectional illustration of the steering column, the fixing element 15 or the steering column being situated in a transfer state, also called a loose position, between the locked position and the released position. In comparison to the locked position of FIG. 4, the fixing element 15 and the stop body 8 have been pivoted about the fixing element pivot axis 14 in the counterclockwise direction, the stop body 8 lying on the casing unit 1 and therefore being impeded from a further rotation about the fixing element pivot axis 14. The value of the spacing s between the fixing element pivot axis 14 and the stop face 81 of the stop body 8 is identical to spacing s, in the locked position in accordance with FIG. 4.
[0071] FIG. 6 shows a detailed view of a sectional illustration of the steering column, the fixing element 15 or the steering column being situated in the released position. Here, the steering column is shown in a stop position in relation to the longitudinal adjustment. In accordance with the illustration, the casing unit 1 is pushed in completely in the longitudinal direction and is therefore situated at an end of the adjustment range which is fixed by way of the interaction of the stop face 81 of the stop body 8 with the counterstop 9. In comparison with the locked position in accordance with FIG. 4 and the transfer state in accordance with FIG. 5, the fixing element 15 has been pivoted further in the counterclockwise direction. Since the stop body 8 already lay on the casing tube in the transfer state from FIG. 5 and was therefore blocked against further pivoting in the counterclockwise direction, relative pivoting of the fixing element 15 with respect to the stop body has taken place. An interaction of the cam section 71 of the fixing element 15 with the control face 82 of the stop body 8 has taken place by way of said further pivoting of the fixing element 15 about the fixing element pivot axis 14 relative to the stop body 8. By way of said interaction of the cam section 71 and the control face 82 during the relative pivoting, the spacing s1 between the stop face 81 and the fixing element pivot axis 14 increases with respect to the spacing s shown in FIG. 4 by the magnitude e in the locked position. In other words, the cam section 71 slides over the control face 82 of the stop body 8 and presses the stop body 8 and therefore also the stop face 81 away from the fixing element pivot axis 14, with the result that the stop body 8 slides over the surface of the casing unit 1 in the direction of the counterstop 9. In the released position, the casing unit 1 can then be adjusted with respect to the vehicle.
[0072] For the case where the casing unit 1 is to be fixed in the completely pushed-in position, the fixing device 7 is transferred into the locked position, starting from the illustration in accordance with FIG. 6 and, furthermore, in accordance with the illustration of FIG. 5 into the state in accordance with the illustration of FIG. 4. To this end, the fixing element 15 is pivoted in the clockwise direction. By way of the prestress by means of the prestressing element 83, a reverse rotation of the stop body 8 takes place with simultaneous shortening of the spacing s1 by the magnitude e between the fixing element pivot axis 14 and the stop face 81. Here, the second cam section is moved against the second control face 89, the stop body 8 being moved by the magnitude e in the direction toward the fixing element pivot axis 14. The casing unit 1 cannot be adjusted in said locked state of the steering column. If a renewed adjustment is to be brought about, the steering column is transferred into the released position again. As can be gathered from FIGS. 4, 5 and 6, the placing of the stop body on the counterstop is ruled out by way of the displacement according to the invention of the stop body 8. As a result, it can be prevented that the stops slip over one another, and the limiting of the adjustment can be ensured accordingly.
[0073] FIG. 5 shows the so-called loose position of the method according to the invention, in which the stop body 8 is displaced in a translational manner by the magnitude e in the direction of the steering spindle longitudinal axis 3 in comparison with the released position in accordance with FIG. 6.
[0074] FIGS. 10 to 12 diagrammatically show a stop body 180 which is known from the prior art and interacts with a counterstop 190, in order to limit the adjustment of the casing unit 111. The remaining steering column has an analogous construction to the steering column which is shown in FIGS. 1 to 3.
[0075] The stop body 180 is coupled fixedly to a fixing element 170 so as to rotate with it and can be pivoted together with said fixing element 170, in order to move the stop body 180 into a first position, in which it interacts with the counterstop 190, in order to limit the adjustment of the casing unit 111 in the longitudinal adjustment direction and, furthermore, to transfer it into a second position, in which the stop body 190 is out of engagement with the counterstop 190. Here, in the released position of the fixing element 170, the stop body 180 assumes the first position, and, in the locked position of the fixing element 180, the stop body 180 correspondingly assumes the second position.
[0076] FIG. 10 diagrammatically shows the stop body 180 which is known from the prior art in one possible adjustment situation. In the illustration, the stop body 180 is situated in a first position, in which the adjustment of the casing unit 111 in the longitudinal direction is limited, the stop being reached completely. Here, the casing tube 111 with the counterstop 190 is displaced against the stop face 181 of the stop body 180, the stop body 180 being loaded under prestress by way of the action of the driver (not shown), the stop body 180 having an elastic deformation 185, that is to say being compressed elastically.
[0077] For the transfer from the released position into the locked position, the fixing element 170 together with the stop body 180 is rotated or pivoted about the fixing element pivot axis 114 in the direction CW, as shown in FIG. 11. By way of a rotation of the fixing element 170 together with the stop body 180, the steering column has been transferred into the locked position, the stop body 180 having experienced an elastic springback, after which it has been brought out of engagement with the counterstop 190. By way of the elastic springback of the stop body 180, the stop body 180 experiences a spatial expansion, that is to say the stop face 181 has moved away from the fixing element pivot axis 114, with the result that resting of the stop body 170 on the counterstop 190, as shown diagrammatically in FIG. 12, can occur during rotation of the fixing element 170 together with the stop body in the direction CCW. As a consequence, the adjustment of the casing unit 111 is no longer limited and the casing unit 111 can be adjusted beyond the adjustment travel which is customary in normal operation of the steering column, and, in said position, the steering column can be transferred into the locked position. If a collision or crash occurs in said improperly set adjustment position, the crash travel which is required for the energy absorption is no longer available, as a result of which the risk of injury to the driver rises considerably.
[0078] FIG. 7 shows a perspective illustration of the stop element 8 from FIGS. 1 to 6. Said stop element 8 comprises the stop face 81 and a coupling section 88 which has a recess 87 for receiving the fixing element 15, said recess 87 having the control face 82 for interacting with the cam section 71 of the fixing element 15. Furthermore, the stop element 8 has the two prestressing elements 83 which are configured in the form of a leaf spring. Said leaf springs are spaced apart from one another and are surrounded partially by a plastic which configures the coupling section 88 and the stop face 81, in order to achieve embedding of the prestressing elements 83. The spacing between the two prestressing elements 83 is selected in such a way that the counterstop 9 which interacts with the stop face 81 during normal operation can pass the stop element 8 without impediment in the case of a crash. Accordingly, the counterstop 9 can move between the prestressing elements 83 in the case of a collision or crash. This can ensure that no additional force peak as a result of the counterstop 9 passing occurs during the collapse of the casing unit 1 in the case of a crash.
[0079] FIG. 8 shows a perspective illustration of an alternative embodiment of the stop element 8. Said stop element 8 comprises the stop face 81 and the coupling section 88 which has a recess 87 for receiving the fixing element 15, said recess 87 having the control face 82 for interacting with the cam section 71 of the fixing element 15. Furthermore, the stop element 8 has an eccentrically arranged prestressing element 83 which is configured in the form of a leaf spring. Said leaf spring is surrounded partially by a plastic which configures the coupling section 88 and the stop face 81, in order to achieve embedding of the prestressing element 83. The prestressing element 83 is arranged in such a way that the counterstop 9 which interacts with the stop face 81 in normal operation can pass the stop element 8 without impediment in the case of a crash.
[0080] FIG. 9 shows a perspective illustration of a further alternative embodiment of the stop element 8. Said stop element 8 likewise comprises the stop face 81 and the coupling section 88 which has a recess 87 for receiving the fixing element 15. The recess 87 has the control face 82 for interacting with the cam section 71 of the fixing element 15. Furthermore, the stop element 8 comprises the prestressing element 83, the entire stop element 8 being produced integrally from plastic. The stop element 8 can advantageously be represented from a single plastic in an injection molding process. In order to represent defined prestresses and to achieve high durability, however, it can be advantageous to use a multiple-component plastic injection molding process.
[0081] If applicable, all individual features which are shown in the individual exemplary embodiments can be combined with one another and/or exchanged for one another, without departing from the scope of the invention.
LIST OF DESIGNATIONS
[0082] 1 Casing unit
[0083] 111 Casing unit
[0084] 114 Fixing element pivot axis
[0085] 170 Fixing element
[0086] 180 Stop body
[0087] 181 Stop face
[0088] 183 Prestressing element
[0089] 185 Deformation
[0090] 190 Counterstop
[0091] 13 Pivoting lever
[0092] 14 Fixing element pivot axis
[0093] 15 Fixing element
[0094] 16 Fastening lugs
[0095] 30 Side cheeks
[0096] 31 End
[0097] 34 Pivot axis
[0098] 2 Steering spindle
[0099] 3 Steering spindle longitudinal axis
[0100] 4 Bracket unit
[0101] 5 Longitudinal direction
[0102] 6 Vertical direction
[0103] 7 Fixing mechanism
[0104] 71 Cam section
[0105] 72 Cam section
[0106] 8 Stop body
[0107] 81 Stop face
[0108] 82 Control face
[0109] 83 Prestressing element
[0110] 81 Stop face
[0111] 87 Recess
[0112] 88 Coupling section
[0113] 89 Control face
[0114] 9 Counterstop
[0115] 90 Energy absorption mechanism
[0116] s1 Spacing
[0117] s Spacing
[0118] e Magnitude
[0119] CW Direction
[0120] CCW Direction
